Paul synnestvedt



(No Model.)

P. SY-NNESTVEDT. TRIPLE VALVE MECHANISM.

No. 504,139. Patented Aug. 29, 1893.

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UNITED STATES ATENT GFFICE.

PAUL SYNNESTVEDT, OF CHICAGO, ILLINOIS, ASSIGNOR TO THE CRANE COMPANY, OF SAME PLACE.

TRIPLE-VALVE M EC HANlSlVI.

SPECIFICATION forming part of Letters Patent No. 504,139, dated August 29, 1893.

Application filed January 24, 1893. Serial No. 459,568- (No model.)

To aZZ whom it may concern.-

Be it known that --1, PAUL SYNNESTVEDT, a citizen of the United States, residing in the city of Chicago, county of Cook, and State of Illinois, have invented certain new and useful Improvements in Triple-Valve Mechanism, of which the following is a specification, reference being had to the accompanying drawings.

This invention relates to improvements in triple-valve mechanisms, but more especially relates to the emergency-valve ordinarily employed in connection with the triple-valve for permitting the direct application of the trainpipe pressure to the brake-cylinder without the necessity for the air traversing-the usual passages through the triple-valve.

My invention has forits prime object to dispense with a number of parts heretofore found necessary, more especially the check or puppet-valves guarding the passages, and thereby materially simplifying the construction and operation of the valve as a whole and at the same time securing positive and certain action of the Valve under all conditions.

Another object is to have the piston of the emergency-Valve located in the passage connecting the train-pipe with the main piston' cavity and controlling ports in said passage in such manner as to be influenced and operated by the changes of pressure in the trainpipe to the end that whenever a sudden or ex-, cessive reduction of the pressure in the trainpipe occurs the piston will instantly open the emergency-valve covering a port-connecting the passagein which the piston is located, and consequently the train-pipe, directly with the brake-cylinder, while under all ordinary and gradual reductions of the pressure in the train-pipe the emergency valve piston will remain unaffected thereby.

A furtherobject of myinvention is to have the emergency valve, the piston and the checkvalve therefor of novel construction and so arranged as to not only insure the perfect working thereof, but also to afford a ready means of access to any of the operating parts thereof for the purpose of repair orinspection with a minimum loss of time and labor.

These and other objects hereinafter set forth are accomplished by the devices illustrated in the accompanying drawings, in I which-- Figure 1 represents a central vertical section through a triple-valve embodying my invention, with the parts in release position; Fig. 2, a detailed horizontal section of the bushing of the emergency-valve piston chamber; Fig, 3, a vertical section thereof on the line 3, 3, of Fig. 2 and Fig. 4, a detailed section on the line 4, 4, of Fig. 1.

Similar letters of reference indicate the same parts in the several figures of the drawings.

My valve in its general mode of operation .is identical with the valve described and claimed in the application of James T. Hayden, filed April 9, 1892,SerialNo.428,551,being particularly designed as an improvement thereon whereby the construction of the valve is rendered more simple, the employment of a check-valve in the passage connecting the train-pipe with the main piston chamber is dispensed with and the cost of construction of the valve is greatly reduced, while the valve as a whole is rendered more prompt and certain in its operation.

. Referring by letter to the accompanying drawings: Aindicates the main piston cavity in the upper part of the triple-valve casing, and B, the main piston working therein provided with a piston-rod 0 upon the opposite end of which is secured a spider or star-shaped nut D, the office of which is to guide the piston-rod in its movements and serve as a means for confining the slide-valve E in position be tween the under side of the piston-rod, which is recessed for its reception, and the lower between the upper wall of the valve-chamber I00 and the pin or projection on the valve G. The valve-chamber has open communication with the auxiliary reservoir as usual, while the casing has the port H connecting the valve-chamber with the brake-cylinder, the exhaust port I leading to the outer atmosphere and the passage J connecting the ports H and I when the slide-valve is in its normal position. The port H is controlled by the small valve E while the port and passage I-J are controlled by the main slide-valve. The usual leak passage K is provided to permit the air to pass the main piston Bnwhen the latter is seated so as to supply the auxiliary reservoir with train-pipe pressure. The air pressure being equal on each side of the main piston,wl1en the pressure in the train-pipeis reduced by the usual manipulation of theenas to apply the brakes. Upon. a restoration of the. pressure in, the train-pipe, the main piston will be caused to move backward to its,

original position first closing the port H with the valve E and afterward opening up. communication between the passage J and the. exhaust port I through the main valve G, thus. exhaustingthe brake-cylinder through ports H, I, and passage J, and releasing the brakes.

This is the usual operation of graduation valve mechanism and so far as relates to my present invention this operation may be accomplished by any desired: mechanism, that herein shown and described being included merely for the purpose of illustration and a better understanding of my invention.

Below the graduation-valve mechanism just described are three chambers a, b and c, which I will designate respectively the brake-cylinder chamber, the emergency-valve chamber and the emergency-piston chamber, the two former being separated by a diaphragm at having a port therein, while the emergencyvalve piston forms the principal division. between the chambers 12 and c, the. latter of which has open communication, through. a port e when. the emergency-valve piston f is in. its normal posit-ion, with the train-pipe which is attached to a threaded boss 9 in. the usual manner. The emergency-valve piston f works in a bushing it having the ports'iand e therein near the upper and lower ends thereof respectively, while at one side the bushing is provided with an additional port leading from the port z'pastthepiston into the emergency-valve chamber 2), thelatterbeing connected by a passage Z with the main piston-cavity. It will thus be seen that the air from the train-pipe will not pass continuously through the port It up to the graduat- .ng-valve mechanism only, which it is primaily intended to operate, but also through the port a into the emergency-piston chamber 0 so as to balance the pressure upon the upper side of the said piston.

The emergency-valve m is indirectly seated on the diaphragm d, normally closing the port therein, through the intermediary of a cage 'n screwed into said diaphragm and having a bushing by a coiled spring q bearing against the upperwall of the chamber a. The checkvalve 19 has a hollow stem 19' into which the spring q fits, and is also. provided with radial arms orwings p which Serve to guide and :center the valve within the cage, as more clearly shown in Fig. 4 the latter being provided with openings r in the side walls thereof, afiording a more ready means of escape for the air from the cage.

The emergency-valve has a loose connection with the emergency-piston f, that is to say, a connection permitting lost motion between the valve and piston, which connection may be secured in any suitable manner, such as by sleeving the piston upon the stem of the valve and. confining suchsleeved portion between a shoulder r on the valve-stem and a headed bushing r screwed into the end of the valve-stem. Theemergency-valve is also. provided with a central port .9: normally closed by a hollow stem-valve 3' working through the bushing Win the hollow stem of the valve 1% and held to. its seat by a coiled spring 8 confined between a flangeor shoulder s on the stem-valve and the bottom of a socket in the piston-chamber c provided for itsireception. As theshoulder s has a bearing against the piston f, and through the stem-valve 3,, against its seat in the valvem, the coiled spring 8 subserves the three-fold function of assisting the air to retain the valves .3 and m upon their seatsand the piston f in its normal elevated position.

The operation of this emergencyvalve mechanism is as follows: Upona sudden or excessive. reduction of the pressure in the.

train-pipe, theairin the piston cavityc will be exhausted much more quickly thantheair from. the emergency-valve chamber 1) andthe main piston-chamber A connected therewith because of the difierence in the sizes of their respective ports 6 and k and, consequently, theemergency-piston f wil-lbe instantly depressed against the tension of the spring .5- first closing the port e leading into the piston chamber, and then immediately after, jerking the emergency-valve ofi of its seat and simultaneously therewith opening up the ports 2', thus atfording open and direct passagefor the air from the train-pipe through the emergency-valvechamber and the brakecylinde'r chamber to the brake-cylinder, the air in its passage lifting the check-valve p oh? first action of the piston, during the closing of the port e, is to unseat the stem-valve s, therebypermitting the complete exhaustion of the chamber 0 through the hollow stem of the said valve and the central port of the emergency-valve, and the emergency valve will be forced down to its lowermost position the in stant it is unseated, (so as to close the port 8 by reseating on the valve .9) by the air pressure on the upper side thereof. The

- emergency-piston f, however, does not have an air-tight fit in the bushing of its cavity but has simplya sliding fit so that the air gradually works past said piston from the chamber 1) into the chamber 0 and thus restores the piston to a state of equilibrium asto the air pressure on its opposite faces, so that the instant the pressure in the train-pipe is equal ized with the pressure in the brake-cylinder the coiled spring 8 will lift the piston and thus restore all of the parts to their original positions as shown in the drawings. The action of such a device is direct, positive and certain under all conditions, for the tension of the coiled spring 8 which under ordinary conditions works in conjunction with the air pressure from the train-pipe, can be'so nicely be opened by ordinary reductions of the pressure in the train-pipe and yet will act promptly and efficiently upon a sudden or excessive reduction thereof.

The construction and arrangement of the emergency-valve and its co-operating parts within the casing of the triple-valve possess advantages of great benefit inthe practical use of these devices, enabling the ready and quick removal or adjustment of any of the parts for any purpose, and giving access to all parts thereof 7 without unnecessary displacement, the parts being so connected in groups that danger of loss of the members thereof is reduced to the minimum. For instance, the cap L in the lower end of the valvecasing, and closing the piston cavity by a screw-thread connection, is of sufficiently greater diameter than the piston to permit of the withdrawal of the latter when the cap is removed while the emergency-valve is so connected with its piston, as before described, that it cannot become detached therefrom. After these parts are removed the cage n carrying the check-valve p and the seat for the emergency-valve may also be removed, as it is, in turn, of less diameter than the pistoncavity and as all of these devices are constructed on the same center line the replacement thereof may be easily and expeditiously effected. Another advantage of the construction of these devices upon the same center is the great economy effected in the manufacture thereof, as the parts do not have to be separately and specially fitted to do their conjoint work. v

It will be noted that the main difference between this invention and that described in the Hayden application before referred to, is that the emergency-piston performs the double work of controlling the passage from the train-pipe to the emergency-valve chamber and also the port to its own chamber, thus dispensing with the employment of the checkvalve which is a necessary part of. the Hayden construction, my emergency-piston being located in the passage connecting not only the train-pipe with the main piston-cavity but also connecting the train-pipe with the emergency-valve chamber, whereas, in the Hayden device the emergency-piston is located in a branch passage so that the air does not have to pass the emergency-piston in order to reach either the emergency-valve chamber or the main piston-cavity, which is a necessity with my invention in which the emergency-piston controls the quantity of air. passing through such passage and, so far as I am aware, I am the first to have the emergency-piston located in the passage connecting the train-pipe with the emergency valve chamber and, consequently, with the brake-cylinder.

What I claim as new, and desire to secure by Letters Patent, is as follows:

1. In a triple-valve mechanism, the combi- I nation with an emergency-valve controlling the direct passage from the train-pipe to the brake-cylinder, of a piston loosely connected with and operating said valve and located in said passage connecting the train-pipe with the brake-cylinder, substantially as described.

2. In a triple-valve mechanism, the combination with an emergency-valve controlling the direct passage from the train-pipe to the brake-cylinder, of a piston loosely connected with and operating said valve and located in the passage connecting the train-pipe with the brake-cylinder at a point between the emergency-valve and the train-pipe connection, substantially as described.

3. In a triple-valve mechanism, the combination with an emergency-valve controlling the direct passage from the train-pipe to the brake-cylinder, of a piston loosely connected with and operating said valve and located in the passage connecting the train-pipe with the brake-cylinder, and a chamber below said IlO port to its chamber, and a valve controlling the exhaust port of said chamber, substantially as described.

5. In a triple-valve mechanism, the combination with an emergency-valve controlling the direct passage from the train-pipe to the brake-cylinder, of a piston loosely connected with and operating said valve and located in the passage connecting the train-pipe with the brake-cylinder, a chamber below said piston provided with a supply and exhaust port said emergency-piston controlling the supplyport to its chamber, and a valve operated by said piston and controlling the exhaust port of-said chamber, substantially as described.

6. In a triple-valve mechanism, the combination with an emergency-valve controlling the direct passage from the train-pipe to the brake-cylinder, of a piston loosely connected with and operating said valve and located in the passage connecting the train-pipe with the brake-cylinder, a chamber below said piston provided with a supply and exhaust port said emergency-piston controlling the supply-port to the chamber, an exhaust port for said chamber extending through the piston and emergency-valve, and a valve for said port actuated by the piston, substantially as described.

7. In a triple-valve mechanism, the combination with the casing provided with the brake-cylinder chamber and an emergencyvalve chamber separated by a diaphragm, and an emergency-valve located in the last mentioned chamber, of a cylindrical cage fitting a perforation in said diaphragm and atording a seat for said emergency-valve at one end and a spring-actuated check-valve working in the oppositeend of said cage, substantially as described.

8. In a triple-va1ve mechanism the combination with a casing provided with the chambers a, b separated by the diaphragm cl, and the emergency-valve m of the cage n, the check valve 39 having the cylindrical body 19 and the wings p", coiled spring q and the perforations r in said cage, substantially as described.

9. In a triple-valve mechanism, the combination with a casing provided with the upper brake-cylinder chamber, the middle emergency-valve chamber and the lower emergency-piston chamber, located respectively one above the other, the lower piston chamber being closed by a removable cap of greater diameter than said chamber, of the emergency-piston working in the lower chamber, the emergency-valve working in the middle chamber and of less diameter than the emergency-piston, and the cage affording a seat for the emergency-valve and carrying a check-valve working in the upper chamber, said cage being of less diameter than the emergency piston, whereby all of said mechanism may be removed from the casing through the opening closed by the cap there of, substantially as described.

PAUL SYN NESTVEDT.

Witnesses:

Tom) MASON, O. R. BARNETT. 

